Brake mechanism.



E. v. PLANTA .e RfjSADAM.- ABRA -B MEGHANISM. e P APPLICATION4 FILED NQVQM, 1905. RENEWED KAY '7, 190B.

` Patented Sept. 22, 1908.

E. v. vPLANTA an P. ADAM.

BRAKE MECHAN ISM. v

Patented Sept. 22, 1908.

4b 296m; l

PPLICTIO FILED )xOv 14 1905 BEYEWED MAY 7 1908 [ya Z o l M/Ln @as es BRAKE MBSHANSM;

No. 899,069. i

v Specification of Let-ters Patent'.

Patent/ ed Sept. 22, 19408. Y

'Afiiicatib'iiaiea-ne .er 14, laos, seria No. 281,230. Renewed my '1, 190s. spint Na. 431,333.

To all wir om 'it may rwncern:

Be it known that ive, .EWANUEL 'vos PINTA and FRITZ ADAM, citizens of Switzerland, residing at Berne, Switzerland, have invented certain new and useful Improvement-s in Brake Mechanism; and we do hercby declare the followingto be a. full, clear,`

and exact description of the invention, such asvwill enable others 'skilled in the art. to.

ing evices and the brake mechanism, where' by the sanding devices will be automatically thrown into operation when the brake mechanism-is o crateri, and particularly when it is operate( for emergency work. i Our invention also relates to certain siniple and efl'cctive means whereby the sanding devices arrangcdon the different vehicles arc thrown'in operation 'b v one of the -movablc .members of the brake mechanism .disposed on thepartio'ular vehicle.A

- With these objects m View, our invention also consists in certain novel features of construction as will be set fort-h herei'iafter and minted out'in the claims,- reference being had to the accompanying drawings, in whicl Figure 1 is a diagrammatical view, illustrating the connection beti'veen the sanding device and the brake mechanism, and Fig. 2

is a cross sectionof a part of the triple valve,

of thyl Westinghouse airbrake mechanism,

illustratingY in detail our improved operator for the sanding device.

Similar letters of refcrcnce'refer t'o similar parts throughout the views.

For the purpose of explaining our invention,'we have shown in the accompanyingr drawings, ai part of thc- \'\"estingho'.1se air brake mechanism and in combination therewith our improved operator'or the sanding device, which, in the present example is connected with the triple valve of the'brake mechanism. Said valve is designated b v the reference nume-ral v1.- It is connected' with the train pipe by a passage 2, with tlicfj reservoir by-a passage. S andwith the brake .v cylinder-hy a passage ll, as .1s well known 11'1 the art. A sanding device Sol' any preferred construction is connected with the drain cup 7 by a tube' 6'. i

4The piA with a stud Qcentrally extendingr t ierefrom and located on theeside ofthe draincu 7.

Opposite the piston and inlline t-.hcren-'it 'a sleeve 10 is screwed into the drain cup. At

.the side of the piston, it is providedvwithan inner annular shoulder 1 1 forming a valve seat 12 and .al central bore 13. At its opposite side, it is closed by a 'screw-plug 14, ha ving a' On its inside.,l said lug is i steli-.S ofthe triple valve is rovided l can-al1? extends through saidplugto theati 'mosphere Another cana-l 18 arranged side-v wise of the bore. 1G extends through said plud' to form a connection between the tube 6 and the inside of the sleeve 10. By means of a cock 19, the canals-17 and 1S can be closed at will; Centrally located in thel Isleeve is a valve 2.0 seated o'n the' valve seat 12 and Said valve is,

valve, 2 0, is provided with a'stem 23 extending into 'the central bore 16 of the plug 14 and in front of the outer passage of the canal `1 7. At its end, the stein 23 is shaped as a' .valve24, and correspondingly the outlet passage of the canal 17 is formed as a valve seat' '27. Normally the valve- 24 leaves the cana-l 1 7 uncovered to permitfree passage of the air from the inside of' the sleeve 10 to the at niospherc. vided with longitudinal grooves 25 and 26^to permit the free tissage of air from the drain cupto theinsii e. of the sleeve, or fromthe insideof the sleeve to the atmosphere when the valve 20 or 24 is opened. parent to those skilled in the art that tie valve 20 the ste-1 ns 22 `and 23 and the spring 21 form the emergency stop` for the piston 8,' which will be moved only 1n casco emergency ovorliof the brake mechanism.

AVAILPM'CGY; l

lt will he a Y In cxpiaunng the operation of our im'- roved sanding device we will assume that D connection between t 1e mova le parts of the brake mechanism and a suitable sanding delvice. t

In order to bring the vehicle to a stop or to reduce its spec", the engineer will move the handlel of the engineers valve, in case of ordinary or service ap lication of the brakes, to such a position t at the pressure of the fluid contained in the train line ipe .will he slightly reduced. Thereby he wv cause the piston 8 to move toward the stem 220i the valve 20. The reduction of the pressure is, however, not sui'hcient to overcome the counter-pressure of the spring A 21. The brakes will therefore be applied in the well known manner, but the sanding device will Vec not he put in o eration. lf, however,` the engineer moves t e brake valve handle tothe emergency position, the pressure in the train line pipe will he decreased to such an extent. that the piston 8 moves with considerable energy towards the valve 20,' and theA stud 9 will rest against the stern'22 .with sufcient pressure so as to,overcome the tension of the spring 21 and to raise the valve 20 from its seat. The result will be at irst that the emergency o eration of the brake is effected, as is we known to those familiar with the art, and second, that compressed air asses through the sleeve 10,.the cgi-nal 18 ant the tubular connection 6 to the sanding device 5, whereby the latter 'is caused to discharge sand to the track. During'this oper? ation, the canal 17 is closed,the stem23 resting with its valve portion '24, on the *galve seat 27, so that no air can escape throng the canal 17 to the atnios here. Ji, Jfor thelpurpose of releasing the rakes, the pressure in the train line pipe is again raised to its .nor-

mal value, the valve 2() will be seated again on its seat and prevent the passage of air from the train line pipe and drain cup to the sanding apparatus, and the compressed air contained in the sleeve 10 and tubular connection 6 as well as any leakage that may occur through the valve 20 willreadily escape to the atmos here through the canal 17.

'Should it E bythe canals 17 and 18 are closed.

We have found that sanding devices heretofore inuse int-trains and which were arranged on one of the vehicles only, viz., the

e desirable to put the sanding' apparatus temporarily out of operation,- the` cock 19 will-beturned at a right angle wherecles, which resulted in considerable shocks between the vehicles and even endangered the security ,of the whole train. Besides vthe wheels of the locomotive were exposed to undue wear by beiiggf'ground by the sand. 70 To avoid these disadvantages, 'we arrange a sanding device of the character describe( on l several of the vehicles and connect the same 'to the brake mechanism in the manner de.v scribed. VThe resistance offered to thedifa5.

ferent vehicles of the train' is therefore` dis. tributed all over the train, and the time vwithin which the train can'be stopped, is

considerabl decreased. A l.

Having t us described our invention, what 30 we claim as new'and desire to'secure by Letters Patent, is: 1. The combination, with the main piston` of the triple valve, of a sanding device, and means operated'directly by the main piston 85 .for actuating the sanding device..

2. The combination, kwith the main piston vof a triple valve, of a. yielding abutment for said main piste-ri;` and means controlled by' said yielding abutmeptfor applying sand to the tracks. 3. The combination, with the main piston of a-triple valve, and a Asa'ndineydevice for -applying sand tothe tracks, o? means for supplyingiluidiijessure to operate said sanding device, en Je' graduating sto for said main piston, said stoplbeincf provi ed with a valve arranged to control tne supply of iluid pressure Whieho'peratea the sendn device.

4. The combination', with a trip e valve 100 having.r amain piston, of a sleeve secured to the triple valve case, a valve located in said sleeve arranged to close the innerend of the same, and provided With a stem 'arranged to serve as a stop for the mam pist'on, a san ing devicel arranged to be operated by air ressure, an airfpipe between said sanding evice and the interior of said sleeve, and ielding means for holding said valve norma ly closed.

5.' The combination, with a triple valye having a. main piston, of a sleeve secured to the triple valve and havin@r a valve seat at its inner end, a plug secured in the outer end of the sleeve and having an exhaust valve 11:; scat and an exhaust ort leading to the outer airfa. valve arrange to cooperate with the valve seat at theanner end ofthe sleeve, a stern for said valve whose inner end serves as a graduating stop for the main piston and 12'0 whose outer end is arranged as a' valve to track. sandin device having itssand discharge contro led by a pressure fluid, and the 13( triple valve of en air brake meehanisxn ana its piston, of a tubular connection between the drain cup of saidvalve and seid sand discharge ap aratus, and a va ve rigidly connected'wit the sprin :actuated emer ency stop ofthe piston, an actuated there y to open or close said tubular connection.

AIn testimony whereof We ax our signm www.

'aeeoe'o Vturex to this specicmion, in the presence of two Witnesses.

I MANUEL'V. PLANTA4 Witnesses:

FRIEDRICH NAEGELI, v NATHANAL LEUBA.

FRITZ ADAM. 

